Displacement sensor

ABSTRACT

A displacement sensor includes a resistive element and a wiper element. The wiper element is separated from the resistive element in a parked mode the wiper element is in sliding electrical contact with the resistive element in a sensing mode. A user input interface may be coupled to at least one of the resistive element and the wiper element, wherein whether the displacement sensor is in the parked mode or the sensing mode is dependent on actuation of the user input interface.

FIELD

The present disclosure relates to displacement sensors, and morespecifically, to potentiometers.

BACKGROUND

Displacement sensors are used in different applications to measure therelative position of components. For example, displacement sensors canbe used in the aircraft industry to measure displacement of the brakepedal. The measured displacement can then be converted into a brakingcommand to be conveyed to a brake assembly.

There are many different types of displacement sensors. Potentiometersare one type of displacement sensors that can be coupled to a userinput, such as a brake pedal, and utilized to detect theextent/amount/magnitude of user input. Potentiometers are multipleterminal resistors that can be used to measure electric voltage. Apotentiometer can be calibrated so that a measured electric voltage canbe correlated with a relative position of a movable electric contact ofthe potentiometer. However, due to conditions that are often presentwhile operating an aircraft, potentiometers and other displacementsensors may fail due to excessive wear caused by vibrations propagatingthrough contacting surfaces of the displacement sensors.

SUMMARY

In various embodiments, the present disclosure provides a displacementsensor that includes a resistive element and a wiper element. The wiperelement may be separated from the resistive element in response to thedisplacement sensor being in a parked mode and the wiper element may bein sliding electrical contact with the resistive element in response tothe displacement sensor being in a sensing mode. In various embodiments,a user input interface is coupled to at least one of the resistiveelement and the wiper element, wherein whether the displacement sensoris in the parked mode or the sensing mode is dependent on actuation ofthe user input interface.

According to various embodiments, the displacement sensor is configuredto toggle between the parked mode and the sensing mode in response toactuation of the user input interface. The displacement sensor maydefault to the parked mode in response to no actuation of the user inputinterface and the displacement sensor may change to the sensing mode inresponse to a threshold actuation of the user input interface. Thethreshold actuation may be a deadband displacement of the user inputinterface. The user input interface may be a brake pedal or a brakehandle, among others.

The displacement sensor may further include a controller such that, inresponse to the displacement sensor being in the sensing mode, thecontroller of the displacement sensor transmits a signal correspondingto a position of the wiper element relative to the resistive element. Invarious embodiments, the displacement sensor further includes anelectrically nonconductive wiper lift element that is disposed betweenthe wiper element and the resistive element in the parked mode. Theelectrically nonconductive wiper lift element may have an angled surfacealong which the wiper element slides (e.g., as the wiper elementtransitions between the parked mode and the sensing mode). In variousembodiments, the resistive element is made from a conductive plastic. Invarious embodiments, the resistive element is made from a ceramicmaterial.

Also disclosed herein, according to various embodiments, is a brakesystem that includes a displacement sensor and a brake pedal coupled tothe displacement sensor. The displacement sensor may include a resistiveelement and a wiper element. The wiper element may be separated from theresistive element in response to the displacement sensor being in aparked mode and the wiper element may be in sliding electrical contactwith the resistive element in response to the displacement sensor beingin a sensing mode. In various embodiments, whether the displacementsensor is in the parked mode or the sensing mode is dependent onactuation of the brake pedal. The displacement sensor may furtherinclude an electrically nonconductive wiper lift element disposedbetween the wiper element and the resistive element in the parked mode.

Also disclosed herein, according to various embodiments, is a brakesystem of an aircraft. The brake system includes, according to variousembodiments, a user input interface, a displacement sensor, a brakeassembly, a controller, and a tangible non-transitory memory. Thedisplacement sensor may be coupled to the user input interface andconfigured to detect displacement of the user input interface. The brakeassembly may be coupled to a wheel of the aircraft. The controller mayinclude a processor and the controller may be in electricalcommunication with the displacement sensor and the brake assembly. Thetangible, non-transitory memory may be configured to communicate withthe processor. The tangible, non-transitory memory, according to variousembodiments, has instructions stored thereon that, in response toexecution by the processor, cause the brake system to perform variousoperations. The various operations include, according to variousembodiments, transmitting, by the controller, a null command to thebrake assembly and transmitting, by the controller, a braking command tothe brake assembly. Transmitting the null command to the brake assemblymay be in response to actuation of the user input interface within adeadband threshold and transmitting the braking command to the brakeassembly may be in response to actuation of the user input interfaceexceeding the deadband threshold.

In various embodiments, the displacement sensor includes a resistiveelement and a wiper element. The wiper element may be separated from theresistive element in response to actuation of the user input interfacewithin the deadband threshold and the wiper element may be in slidingelectrical contact with the resistive element in response to actuationof the user input interface exceeding the deadband threshold. Thebraking command may correspond to a position of the wiper elementrelative to the resistive element. The user input interface may be abrake pedal or a brake handle, among other mechanisms.

The forgoing features and elements may be combined in variouscombinations without exclusivity, unless expressly indicated hereinotherwise. These features and elements as well as the operation of thedisclosed embodiments will become more apparent in light of thefollowing description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter of the present disclosure is particularly pointed outand distinctly claimed in the concluding portion of the specification. Amore complete understanding of the present disclosure, however, may bestbe obtained by referring to the detailed description and claims whenconsidered in connection with the following illustrative figures. In thefollowing figures, like reference numbers refer to similar elements andsteps throughout the figures.

FIG. 1 illustrates an exemplary aircraft having a wheel and brakesystem, in accordance with various embodiments;

FIG. 2 illustrates a schematic of a brake system, in accordance withvarious embodiments;

FIG. 3A illustrates a schematic of a displacement sensor in a parkedmode, in accordance with various embodiments;

FIG. 3B illustrates a schematic of a displacement sensor in a sensingmode, in accordance with various embodiments;

FIG. 3C illustrates a schematic of a displacement sensor in a parkedmode, in accordance with various embodiments;

FIG. 3D illustrates a schematic of a displacement sensor in a sensingmode, in accordance with various embodiments;

FIG. 4A illustrates a schematic of a displacement sensor in a parkedmode, in accordance with various embodiments;

FIG. 4B illustrates a schematic of a displacement sensor in a sensingmode, in accordance with various embodiments; and

FIG. 5 is a schematic flow chart diagram of a method of controlling abrake system, in accordance with various embodiments.

DETAILED DESCRIPTION

The detailed description of exemplary embodiments herein makes referenceto the accompanying drawings, which show exemplary embodiments by way ofillustration. While these exemplary embodiments are described insufficient detail to enable those skilled in the art to practice thedisclosure, it should be understood that other embodiments may berealized and that logical changes and adaptations in design andconstruction may be made in accordance with this disclosure and theteachings herein without departing from the spirit and scope of thedisclosure. Thus, the detailed description herein is presented forpurposes of illustration only and not of limitation.

Referring now to FIG. 1, in accordance with various embodiments, anaircraft 10 may include landing gear such as main landing gear 12, mainlanding gear 14 and nose landing gear 16. Main landing gear 12, mainlanding gear 14, and nose landing gear 16 may generally support aircraft10 when aircraft 10 is not flying, allowing aircraft 10 to taxi, takeoff and land without damage. Main landing gear 12 may include wheel 13Aand wheel 13B coupled by an axle 20. Main landing gear 14 may includewheel 15A and wheel 15B coupled by an axle 22. Nose landing gear 16 mayinclude nose wheel 17A and nose wheel 17B coupled by an axle 24. Invarious embodiments, aircraft 10 may comprise any number of landinggears and each landing gear may comprise any number of wheels. Mainlanding gear 12, main landing gear 14, and nose landing gear 16 may eachbe retracted for flight.

In various embodiments, and with reference to FIG. 2, aircraft 10 mayalso include one or more brake systems 200. The brake systems 200 ofaircraft 10 may include a user input interface 205, a displacementsensor 210, a controller 220, a brake assembly 230, and a wheel 213. Asdescribed in greater detail below, the brake system 200 generallycontrols the braking force and/or torque applied at each wheel 213,according to various embodiments. The brake system 200 may be, forexample, a primary brake system, an emergency brake system, a park brakesystem, etc.

The brake assembly 230 may include a non-rotatable wheel support (forrotatably supporting a wheel) and a brake disk stack. The brake diskstack may have alternating rotor and stator disks mounted with respectto the wheel support and wheel for relative axial movement. Each rotordisk may be coupled to the wheel for rotation therewith, and each statordisk may be coupled to the wheel support against rotation. A back platemay be located at the rear end of the disk pack and a brake head may belocated at the front end. The brake head may house one or more actuatorrams that extend to compress the brake disk stack against the backplate, or the brake disk stack may be compressed by other means. Torqueis taken out by the stator disks through a static torque tube or thelike. The actuator rams may be electrically operated actuator rams orhydraulically operated actuator rams, although some brakes may usepneumatically operated actuator rams.

The brake assembly 230 may employ fluid powered (hydraulic or pneumaticpower) actuator rams or electromechanical actuator arms. For example,the brake assembly 230 may be a hydraulic assembly and thus may becoupled to a power source via a brake servo valve (BSV) and a shutoffvalve (SOV). The SOV may effectively function as a shutoff valve suchthat in response to the valve being in the first position (e.g., anarmed position), fluid pressure is permitted to pass through the valvewhile in response to the valve being in a second position (e.g., adisarmed position), fluid pressure is restricted or prevented frompassing through the valve. In various embodiments, the brake assembly230 is electric and includes an electromechanical actuator controller(EMAC) to control braking. Generally, the brake system 200 receives userinput via the user input interface 205, as detected by the displacementsensor 210, and the controller 220 controls the amount of fluid pressureor electromechanical force provided to the actuator ram, thus applying abraking force to the wheel 213.

The controller 220 may be configured to receive a signal from thedisplacement sensor 210, as described in greater detail below withreference to FIGS. 3A-3D, and translate the signals into a command to besent to the brake assembly 230. The controller 220 may be integratedinto computer systems onboard aircraft 10 such as, for example, a brakecontrol unit (BCU), a full authority digital engine control (FADEC), anengine-indicating and crew-alerting system (EICAS), and/or the like. Thecontroller 220 may also be a standalone computer system separate fromaircraft 10 and in electronic communication with aircraft 10, asdescribed in further detail herein. The controller 220 may include oneor more processors and/or one or more tangible, non-transitory memoriesand be capable of implementing logic. Each processor can be a generalpurpose processor, a digital signal processor (DSP), an applicationspecific integrated circuit (ASIC), a field programmable gate array(FPGA) or other programmable logic device, discrete gate or transistorlogic, discrete hardware components, or any combination thereof

In various embodiments, the processor of the controller 220 may beconfigured to implement various logical operations in response toexecution of instructions, for example, instructions stored on thenon-transitory memory (e.g., tangible, computer-readable medium). Asused herein, the term “non-transitory” is to be understood to removeonly propagating transitory signals per se from the claim scope and doesnot relinquish rights to all standard computer-readable media that arenot only propagating transitory signals per se. Stated another way, themeaning of the term “non-transitory computer-readable medium” and“non-transitory computer-readable storage medium” should be construed toexclude only those types of transitory computer-readable media whichwere found in In Re Nuijten to fall outside the scope of patentablesubject matter under 35 U.S.C. § 101.

In various embodiments, the brake system 200 includes one or more userinput interfaces 205 for receiving actuation/input from a user. Forexample, the brake system 200 may be a primary brake system and the userinput interface 205 may be a primary brake pedal located in a cockpit ofthe aircraft 10. The pilot/copilot may push the brake pedal in order torequest the application of braking force. In various embodiments, theuser input interface 205 may be an emergency brake handle, or othermovable mechanical component. The user input interface 205 may beintegrated within a cockpit of the aircraft, or may be separate from thecockpit.

The displacement sensor 210, according to various embodiments, detectsthe displacement of the user input interface 205 from a neutral or“zero” position and communicates the detected signal to the controller220. The displacement sensor 210 may include any suitable sensor, suchas, for example, a linear variable differential transformer (LVDT), arotary variable differential transformer (RVDT), a potentiometer, amagnetic encoder, and/or the like. The displacement sensor 210 maytransmit the a signal as a variable brake signal representative of thedisplacement of the user input interface 205, which may be a percentageof displacement from a reference position to a maximum referenceposition.

In various embodiments, and with reference to FIGS. 3A-3C, thedisplacement sensor is a dual-mode potentiometer 310. While numerousdetails are included above pertaining to aircraft systems and/or brakesystems, use of the dual-mode potentiometer 310 is not limited toaircraft and/or braking implementations. Thus, the dual-modepotentiometer 310 disclosed herein may be employed in other applicationsin which displacement measurements are warranted.

The dual-mode potentiometer 310, according to various embodiments, maybe especially beneficial in aircraft braking applications because ofaircraft operating conditions. That is, as mentioned above, aconventional displacement sensor employed in a brake system of anaircraft may be damaged as operational vibrations cause contactingsurfaces of conventional displacement sensors to wear against eachother.

The dual-mode potentiometer 310 of the present disclosure includes aresistive element 312 and a wiper element 314, according to variousembodiments. The resistive element 312 may include two electricalterminals 311, 313 on opposing ends of the resistive element 312. Thedual-mode potentiometer 310 may operate in either a parked mode or in asensing mode, as described in greater detail below.

In various embodiments, and with reference to FIGS. 3B and 3D, in thesensing mode the wiper element 314 is in sliding electrical contact withthe resistive element 312. In the sensing mode, the electric potential(e.g., voltage) between either terminal 311, 313 of the resistiveelement 312 and the wiper element 314 can be measured in order todetermine the relative position of the wiper element 314 relative to theresistive element 312. The relative position of the wiper element 314,which is indicative of the position of the user input interface 205(e.g., brake pedal), may be utilized by the controller 220 to commandapplication of a braking force by the brake assembly 230.

In various embodiments, and with reference to FIGS. 3A and 3C, in theparked mode the wiper element 314 is separated from the resistiveelement 312 so that a gap 318 is defined between the two elements 312,314. In various embodiments, the wiper element 314 may include a wiperhead 315 and the gap 318 may be defined between the wiper head 315 andthe resistive element 312. The gap 318 prevents the elements 312, 314from wearing against each other. However, because the gap 318 opens thesensing circuit, in the parked mode the dual-mode potentiometer 310 doesnot detect the relative position of the wiper element 314 along thelength of the resistive element 312. In various embodiments, the wiperelement 314 is completely decoupled from the resistive element 312 inthe parked mode so that vibrations in the resistive element 312 are notconveyed to the wiper element 314.

If displacement measurements of the user input interface 205, withreference to FIG. 2, are warranted, the dual-mode potentiometer 310 canoperate in the sensing mode and the position of the wiper element 314relative to the resistive element 312 can be determined based on themeasured electrical voltage. If displacement measurements of the userinput interface 205 are not warranted (e.g., during flight or duringother, non-braking conditions), the dual-mode potentiometer 310 canoperate in the parked mode to prevent wear to surfaces that wouldotherwise be in contact with each other.

In various embodiments, and with reference to FIGS. 3C and 3D, thedual-mode potentiometer 310 may include an electrically nonconductivewiper lift element 316. The electrically nonconductive wiper liftelement 316 may be disposed between the wiper element 314 and theresistive element 312 in the parked mode to maintain the gap 318 betweenthe two elements 312, 314. In various embodiments, the electricallynonconductive wiper lift element 316 has an angled surface 317 alongwhich the wiper element 314 may slide as it transitions between theparked mode and the sensing mode. In various embodiments, theelectrically nonconductive wiper lift element 316 may engage a bodyportion or an arm portion (e.g., not the wiper head 315) of the wiperelement 314 to separate the wiper head 315 from the resistive element312. In various embodiments, the electrically nonconductive wiper liftelement 316 may have a geometry and shape that are different from theschematic depiction in FIGS. 3C and 3D. That is, the dual-modepotentiometer 310 of the present disclosure may include othercomponents, mechanisms, or elements that facilitate switching betweenthe parked mode and the sensing mode.

In various embodiments, as mentioned above, a user input interface 205,such as a brake pedal or a brake handle, can be coupled to one of eitherthe resistive element 312 or the wiper element 314. In such embodiments,displacement of the user input interface 205 causes a correspondingdisplacement of either the resistive element 312 or the wiper element314. If the dual-mode potentiometer is in the sensing mode, thisrelative displacement can be measured by the potentiometer andtransmitted to the controller 220.

In various embodiments, actuation of the user input interface 205 may bedeterminative of whether the dual-mode potentiometer 310 is in theparked mode or the sensing mode. Said differently, which mode thedual-mode potentiometer 310 operates in may be dependent on theexistence of and/or magnitude of actuation via the user input interface205. That is, the dual-mode potentiometer 310 may be configured totoggle between the parked mode and the sensing mode in response toactuation of the user input.

In various embodiments, the dual-mode potentiometer 310 may normally(e.g., by default) operate in the parked mode until a certain thresholdof actuation via the user input interface 205 is received. For example,if the pilot or copilot does not actuate the user input interface 205(e.g., does not push the brake pedal) or if the user input interface 205is only actuated within (e.g., does not exceed) a “deadband”displacement threshold (i.e., an interval, domain, or range of actuationfrom a zero position), the dual-mode potentiometer 310 may remain in theparked mode, thereby preventing damage to the elements 312, 314 of thedual-mode potentiometer 310 by maintaining a gap 318 between the twoelements 312, 314. The “deadband” threshold may be specifically andpurposefully designed into the structure of the user input interface205.

In various embodiments, and with reference to FIGS. 4A and 4B, theresistive element 412 of the dual-mode potentiometer 410 may have anotch 419 (e.g., channel, groove, depression, etc.) formed on the outersurface of the resistive element 412 that facilitates the gap 418defined between the wiper element 414 (e.g., the wiper head 415) and theresistive element 412 in the parked mode. The notch 419 may have variousshapes or geometries. In various embodiments, relative movement betweenthe resistive element 412 and the wiper element 414, can cause the wiperelement 414 to close the gap 418 such that the wiper element 414 is inelectrical contact with the resistive element 412 in the sensing mode(FIG. 4B). For example, in various embodiments the wiper element 414translates linearly and the resistive element 412 is stationary. Thedual-mode potentiometer 410 can switch between the parked mode and thesensing mode via linear translation of the wiper element 414 torespectively switch whether the wiper head 415 is disposed over thenotch 419 or whether the wiper head 415 is in electrical contact withthe resistive element 412.

In various embodiments, and with reference to FIG. 5, a method 590 ofcontrolling the brake system 200 is provided. In various embodiments, inthe parked mode, the controller 220 may transmit a null command to thebrake assembly 230 at step 592 of the method 590. That is, in responseto “no actuation” of the user input interface 205 or in response toactuation of the user input interface 205 within a deadband threshold,no braking command may be sent by the controller 220 to the brakeassembly 230. In various embodiments, the controller 220 may send acommand that indicates “no braking” to the brake assembly 230. Inresponse the pilot or copilot actuating the user input interface 205(e.g., pushing on the brake pedal) or actuating the user input interface205 beyond the deadband displacement threshold, the dual-modepotentiometer 310 changes to the sensing mode to measure electricpotential (i.e., voltage) to detect the extent of the displacement ofthe user input interface 205. That is, in response to actuation of theuser input interface 205 or in response to actuation that exceeds thedeadband threshold, a braking command may be transmitted, by thecontroller 220 to the brake assembly 230 at step 594 of the method 590,in accordance with various embodiments and with reference to FIG. 5. Thebraking command may correspond to the measured displacement of the userinput interface 205.

In various embodiments, the resistive element 312 of the dual-modepotentiometer 310 may be made from various materials, include metal,ceramic, and/or conductive plastic, among others. In variousembodiments, the components of the dual-mode potentiometer 310, such asthe resistive element 312, may be made from less expensive materialsthan would otherwise be possible with conventional displacement sensorsbecause of the wear-preventing ability of the parked mode.

Benefits, other advantages, and solutions to problems have beendescribed herein with regard to specific embodiments. Furthermore, theconnecting lines shown in the various figures contained herein areintended to represent exemplary functional relationships and/or physicalcouplings between the various elements. It should be noted that manyalternative or additional functional relationships or physicalconnections may be present in a practical system. However, the benefits,advantages, solutions to problems, and any elements that may cause anybenefit, advantage, or solution to occur or become more pronounced arenot to be construed as critical, required, or essential features orelements of the disclosure.

The scope of the disclosure is accordingly to be limited by nothingother than the appended claims, in which reference to an element in thesingular is not intended to mean “one and only one” unless explicitly sostated, but rather “one or more.” It is to be understood that unlessspecifically stated otherwise, references to “a,” “an,” and/or “the” mayinclude one or more than one and that reference to an item in thesingular may also include the item in the plural. All ranges and ratiolimits disclosed herein may be combined.

Moreover, where a phrase similar to “at least one of A, B, and C” isused in the claims, it is intended that the phrase be interpreted tomean that A alone may be present in an embodiment, B alone may bepresent in an embodiment, C alone may be present in an embodiment, orthat any combination of the elements A, B and C may be present in asingle embodiment; for example, A and B, A and C, B and C, or A and Band C.

Also, any reference to attached, fixed, connected, coupled or the likemay include permanent (e.g., integral), removable, temporary, partial,full, and/or any other possible attachment option. Differentcross-hatching is used throughout the figures to denote different partsbut not necessarily to denote the same or different materials.

The steps recited in any of the method or process descriptions may beexecuted in any order and are not necessarily limited to the orderpresented. Furthermore, any reference to singular includes pluralembodiments, and any reference to more than one component or step mayinclude a singular embodiment or step. Elements and steps in the figuresare illustrated for simplicity and clarity and have not necessarily beenrendered according to any particular sequence. For example, steps thatmay be performed concurrently or in different order are illustrated inthe figures to help to improve understanding of embodiments of thepresent disclosure.

Any reference to attached, fixed, connected or the like may includepermanent, removable, temporary, partial, full and/or any other possibleattachment option. Additionally, any reference to without contact (orsimilar phrases) may also include reduced contact or minimal contact.Surface shading lines may be used throughout the figures to denotedifferent parts or areas but not necessarily to denote the same ordifferent materials. In some cases, reference coordinates may bespecific to each figure.

Systems, methods and apparatus are provided herein. In the detaileddescription herein, references to “one embodiment”, “an embodiment”,“various embodiments”, etc., indicate that the embodiment described mayinclude a particular feature, structure, or characteristic, but everyembodiment may not necessarily include the particular feature,structure, or characteristic. Moreover, such phrases are not necessarilyreferring to the same embodiment. Further, when a particular feature,structure, or characteristic is described in connection with anembodiment, it is submitted that it is within the knowledge of oneskilled in the art to affect such feature, structure, or characteristicin connection with other embodiments whether or not explicitlydescribed. After reading the description, it will be apparent to oneskilled in the relevant art(s) how to implement the disclosure inalternative embodiments.

Furthermore, no element, component, or method step in the presentdisclosure is intended to be dedicated to the public regardless ofwhether the element, component, or method step is explicitly recited inthe claims. No claim element is intended to invoke 35 U.S.C. 112(f)unless the element is expressly recited using the phrase “means for.” Asused herein, the terms “comprises”, “comprising”, or any other variationthereof, are intended to cover a non-exclusive inclusion, such that aprocess, method, article, or apparatus that comprises a list of elementsdoes not include only those elements but may include other elements notexpressly listed or inherent to such process, method, article, orapparatus.

What is claimed is:
 1. A brake system comprising: a displacement sensorcomprising a resistive element and a wiper element, wherein the wiperelement is separated from the resistive element in response to thedisplacement sensor being in a parked mode and the wiper element is insliding electrical contact with the resistive element in response to thedisplacement sensor being in a sensing mode; and a user input interfacecoupled to the displacement sensor, wherein whether the displacementsensor is in the parked mode or the sensing mode is dependent onactuation of the user input interface.
 2. The brake system of claim 1,wherein the displacement sensor further comprises an electricallynonconductive wiper lift element, wherein the electrically nonconductivewiper lift element is disposed between the wiper element and theresistive element in the parked mode.
 3. The brake system of claim 1,further comprising: a brake assembly coupled to a wheel of an aircraft;a controller having a processor, wherein the controller is in electricalcommunication with the displacement sensor and the brake assembly; and atangible, non-transitory memory configured to communicate with theprocessor, the tangible, non-transitory memory having instructionsstored thereon that, in response to execution by the processor, causethe brake system to perform operations comprising: in response toactuation of the user input interface within a deadband threshold,transmitting, by the controller, a null command to the brake assembly;and in response to actuation of the user input interface exceeding thedeadband threshold, transmitting, by the controller a braking command tothe brake assembly.
 4. The brake system of claim 3, wherein: the wiperelement is separated from the resistive element in response to actuationof the user input interface within the deadband threshold; and the wiperelement is in sliding electrical contact with the resistive element inresponse to actuation of the user input interface exceeding the deadbandthreshold.
 5. The brake system of claim 3, wherein the braking commandcorresponds to a position of the wiper element relative to the resistiveelement.
 6. The brake system of claim 1, wherein the user inputinterface is a brake pedal.